Part 1 Overview TRANSPORTATION RESEARCH RECORD 1361 3
Status of North American LRT Systems: 1992 Update
JOHN w. SCHUMANN
Previous summaries of light rail transit (LRT) systems have cov This update supplements the previous summaries. It adds ered reconstruction of systems surviving from the first generation data on the eighth all-new project to open (Long Beach-Los of electric railway development and initiation of service on seven Angeles) as well as on extensions and other improvements completely new lines. This update provides tables that include elsewhere. Baltimore has just initiated revenue service, but the eighth all-new project (the Long Beach-Los Angeles Blue Line), as well as extensions and improvements elsewhere. Sig only part of the total project is operating and is too new for nificant events of the past 3 years include the opening of new meaningful statistics. In addition progress on systems being lines and line extensions in San Diego, Calgary, Edmonton, San built, designed, and planned in other U.S. and Canadian cities Francisco, and Toronto, and completion in Santa Clara County is noted. LRT developments in Mexico are summarized in a (San Jose) of the full 32.8-km (20.4-mi) Guadalupe Corridor LRT separate section. project. Other cities have purchased additional light rail vehicles (LRVs) and added stations. Sacramento is increasing its double track from 40 percent to 60 percent of total line length. Progress continues in other U.S., Canadian, and Mexican cities that are EVOLVING LRT CONCEPT building, designing, and planning LRT systems. Several North American transit agencies are seriously considering low-floor LRVs, Starting with the first national LRT conference in 1975, TRB and cities planning LRT also are being introduced to the concept. has played a leading role in dissemination of balanced, un However, a design is needed that provides low-level entries but biased information on planning, design, and operation ofLRT that also builds on proven technology to meet North American systems. An early contribution was a succinct definition of criteria for crash worthiness and fire safety. New projects continue the mode: to illustrate the flexibility and effectiveness of LRT in providing quality service at affordable prices. Efforts to expand all the new LRT systems demonstrate LRT's acceptance by the riding public. Light rail transit is a mode of urban transportation that uses The next decade should see more new projects implemented and predominantly reserved, but not necessarily grade-separated, existing systems extended or upgraded. rights-of-way. Electrically propelled vehicles operate singly or in trains. Light rail transit provides a wide range of passenger capacities and performance characteristics at moderate costs. Twenty years ago the transit industry was talking about a (3, p. 1) signal event: the first order in many years for electric surface rail cars, newly dubbed "light rail vehicles" (LRVs), placed Reviewing progress during the intervening years, TRB's jointly by authorities in Boston and San Francisco. This was LRT subcommittee decided that a revised definition was the first real indication that the few trolley systems still run needed. This was prepared and approved at the end of 1988: ning probably would be saved and renewed for many more decades of service. Light rail transit is a metropolitan electric railway system char acterized by its ability to operate single cars or short trains along Looking back it is surprising how much progress has been exclusive rights-of-way at ground level, on aerial structures, in made since 1972 by what is now called the light rail transit subways or, occasionally, in streets, and to board and discharge (LRT) mode. Previous summaries (1,2) have included the passengers at track or car-floor level. reconstruction of systems surviving from the first generation of electric railway development in nine cities and the initiation The goal was a definition that would be more descriptive of service on completely new LRT lines in seven cities. of the technology that had emerged during those years and At the last national LRT conference sponsored by the would not categorically exclude streetcars but would separate Transportation Research Board, it was reported that the pre LRT from automated and manually operated guideway transit vious decade had seen a 47 percent increase in miles of LRT systems for which full grade separation is mandatory. This is line in service, including new-start systems in Edmonton, a somewhat different approach from that of the American Calgary, San Diego, Buffalo, Portland, Sacramento, and San Public Transit Association and the Federal Transit Admin Jose. Progress has continued in the last 4 years. Patronage istration, both of which simply combine streetcars with the on most new-start projects has been growing. More new sys LRT category in their statistics. tems have opened and existing systems have grown or been improved. CHANGES IN TABLE FORMATS
LTK Engineering Services, Suite 600, 28 S.W . First Avenue, Port In previous summaries, tabular data on LRT and streetcar land, Oreg. 97204. systems were aggregated into three categories: 4 TRANSPORTATION RESEARCH RECORD 1361
• LRT -Group I: system average operating speeds of 24 their route networks than is typically the case for Group II. km/hr (15 mph) or higher; There are, of course, exceptions in each category. • LRT-Group II: system average operating speeds of at The remainder of this paper discusses specific progress made least 16 km/hr (10 mph), but less than 24 km/hr (15 mph); since 1988 by North American LRT systems, new starts, and and cities actively planning LRT. •Streetcars: system average operating speeds less than 16 km/hr (10-mph). UPGRADING AND EXPANSION OF EXISTING SYSTEMS The tables in this paper have been recast to combine the Streetcars category with LRT-Group II. Thus 24 km/hr (15 Work to renew older systems and expand second generation mph) is the single break point in assigning systems to a cat LRT projects continues. Progress since 1988 is summarized egory. In fact the three systems previously listed as Streetcars below by city. do have varying degrees of LRT characteristics:
• New Orleans' St. Charles line operates mostly in reserved Boston (Green Line) median alignments; frequent passenger stops and unprotected grade crossings are the primary reasons for its low commercial • Specifications have been drafted for the next procurement speed. of LRVs, which are to be low-floor cars. Funding must be • North Philadelphia car lines still in service are gaining identified to proceed with this first step to make the Green some separation from other traffic by designation of medians Line comply with requirements of the Americans with Dis as semiexclusive transit lanes, as described below. abilities Act. Station modifications will follow in a program • Toronto's new Harbourfront line, operating in a reserved staged over time. median and a short subway, is clearly LRT. • Design work is proceeding on relocation of the North Station area from an elevated structure to a new subway align As indicated in Tables 1-7, the cities in Group I are pri ment. marily those using LRT for line-haul express services on • Planning continues for rebuilding the Lechmere terminus. relatively long main trunk routes. Systems in Group II tend • The Fort Point Channel Underground Transitway is being to have shorter lines serving the heavier routes of the inner conceptually designed for electric trolley or dual-mode buses urban area. Group I LRV fleets are spread more thinly over with the potential for conversion to LRT.
TABLE I Line Lengths, Car Fleets, and Productivity . l"•rameten stauu1i:s Ooe-Way No. of Ride&[ C1trs/ RJdet/ 'i·R!lles/ Oly/Syalem U11e lun(ml) Cars WeekdJly k111(Dll) km( ml) 0 Oar LRT-Group !; Calgary, C-Train(a) 29.3(18.2) 85 114000 2.9(4.7) 3891(6264) 1341 Cleveland, Shaker Rapid(b) 21.1(13.1) 48 17500 2.3(3.7) 829(1336) 365 Edmonton, Northeast LRT(a) 11.1( 6.9) 37 23000 3.3(5.4) 2072(3333) 622 Los Angeles, Long Beach (a) 35.4(22.0) 54 35000 1.5(2.5) 989(1591) 648 Newark, City Subway(b) 6.9( 4.3) 24 14100 3.5(5.6) 2043(3279) 588 Phila, Media-Sharon Hill(b) 19.2( 11.9) 29 9200 l.5(2.4) 479( 773) 317 Portland, MAX(a) 24.3(15.1) 26 24000 1.1(1.7) 988(1589) 923 Sacramento, RT Metro(a) 29.5( 18 .3) 36 23000 1.2(2.0) 782( 1257) 639 San Diego Trolley(a) 54.7(33.9) 71 53000 1.3(2.I) 969(1563) 746 San Jose, Guadalupe(a) J2,2(2Q,Ql 22. 19000 1.6(2.5) 590( 950) 380 Subtotals/ Averages 263.7(163.7) 460 331800 1.7(2.8) 1258(2027) 721 LRT-Grol!p II; Boston, Green Line(b) 40.1(24.9) 225 215000 5.6(9.0) 5362(8635) 956 Boston, Mattapan-Ashmont(b) 4.3( 2.7) 12 6800 2.8(4.4) 1581(2519) 567 Buffalo, MetroRail(a) 10.3( 6.4) 27 28000 2.6(4.2) 2718(4375) 1037 Ft. Worth, Tandy l.6( 1.0) 8 5900 5.0(8 .0) 3688(5900) 738 New Orleans, St. Charles(b) 10.5( 6.5) 35 21000 3.3(5.4) 2000(3231) 600 Philadelphia, Streetcars 46.0(28.6) 99 56800 2.2(3.5) 1235(1986) 574 Phila, Subway-Surface(b) 35.9(22.3) 112 48200 3.1(5.0) 1343(2161) 430 Pittsburgh, South Hills(b) 43.5(27.0) 71 36000 2.0(3.2) 828(1333) 507 San Francisco, Muni Metro(c) 35.4(22.I) 128 134300 3.6(5.8) 3794(6077) 1049 Toronto, Streetcars 7~ , ~(4{i . 9l 290 307100 3.8(6.2) 4068(6548) 1059 Subtotals/ Averages 303. I( 188.4) 1007 859100 3.4(5.4) 2834(4560) 853 Totals/ Averages 566.8(352.1) 1467 1190900 2.6(4.2) 2101(3382) 812
(a) New start opened since 1977; (b) Major reconstruction/rehabilitation since 1977; (c) Upgraded from streetcar to LRT standards since 1977 TABLE 2 Key Descriptive Statistics
Sys,1em No. or,\fln: > R/W Me,Sta Double•. 'Jihroueh Aferase- Cl1y/SyS1em Reserved Spulag 'J1rack Routes '4-Adt(&'.) ... 6-Ji"t~(I!) Sp,ieji:" ---:. (%) km(ml) (%) (Nol) (lllo.) " "' (No.) km(ml)/br .LRT-Groun I: Calgary, C-Train 100% 0.9(0.6) 100% 3 0 85 29(18) Cleveland, Shaker Rapid 100% 0.8(0.5) 100% 2 0 48 30(18) Edmonton, Northeast LRT 100% 1.3(0.8) 100% I 0 37 30(19) Los Angeles, Long Beach 100% 1.6(1.0) 100% I 0 54 34(21) Newark, City Subway 100% 0.6(0.4) 100% l 24 0 28(18) Phila, Media-Sharon Hill 87% 0.4(0.2) 71% 2 29 0 26(16) Portland, MAX 99% 0.9(0.6) 89% I 4(c) 26 30(19) Sacramento, RT Metro 84% 1.0(0.7) 60% I 0 36 34(21) San Diego Trolley 100% 1.6(1.0) 98% 2 0 71 29(18) San Jose, Guadalupe 100% 1.1(0.7) 95% 1. fil£l 2Q. 32(20) Subtotals/ Averages 98% 1.0(0.6) 91% 15 53 407 --- l. RT- Groun 11: Boston, Green Line 89% 0.5(0.3) 100% 4 0 225 22( 13) Boston, Mattapan-Ashmont 100% 0.5(0.3) 100% I 12 0 20(12) Buffalo, MetroRail 100% 0.7(0.5) 100% I 27 0 20( 12) Fort Worth, Tandy 100% 0.3(0.2) 100% I 8 0 17( 11) New Orleans, St. Charles 88% 0.2(0.1) 100% I 35 0 15( 9) Philadelphia, Streetcars 5% 0.2(0. 1) 100% 3 99 0 14( 9) Phila, Subway-Surface 16% 0.2(0. 1) 100% 5 112 0 18( 11) Pittsburgh, South Hill s 97% 0,5(0.3) 91% 5 16 55 22(14) San Francisco, Muni Metro 40% 0.2(0. 1) 100% 5 0 128 18(11) Toronto, Streetcars 10% 0. 1(0. 1) 100% l.Q_ fil 22.. 15( 9) Subtotals/ Averages 43% 0.2(0.1) 99% 36 547 460 --- Totals 68% 0.3(0.2) 95% 51 600 867 ---
(a) Non-articulated, rigid body; (b) Articulated; (c) Vintage trolley cars for downtown loop, not included in totals
TABLE 3 Right-of-Way Locations
km{ml) of Llae Street Subway/ St/Hwy Lau•/ MJxed Cll·y/Sysrem Tunnel Excl11.1h-e Pwt R/W Medlaa Malls Tmfk Total (a) (b) (c) (d) (e}
LRT- Croup I: Calgary, C-Train 1.9( 1.2) 1.3( 0.8) 13 .2( 8.2) 10.5(6.5) 2.4( 1.5) --- 29.3( 18.2) Cleveland, Shaker Rapid --- 11.3( 7 .0) --- 9.8(6.1) ------21.1( 13. l) Edmonton, Northeast LRT 2.9( 1.8) --- 8.2( 5.1) ------11.1( 6.9) Los Angeles, Long Beach 0.8( 0.5) --- 29.8(18.5) 3.2(2.0) 1.6( 1.0) --- 35.4(22.0) Newark, City Subway 2. 1( 1.3) 4.8( 3.0) ------6.9( 4.3) Phila, Media-Sharon Hill ------16.3(10.1) --- 0.3( 0.2) 2.6( 1.6) 19.2(11.9) Portland, MAX --- 8.7( 5.4) 3.7( 2.3) 8.4( 5.2) 3.4( 2.1) 0.1( 0.1) 24.3(15.l) Sacramento, RT Metro --- 9.5( 5.9) 12.4( 7.7) 1.0( 0.6) 1.8( I. I) 4.8( 3.0) 29.5(18.3) San Diego Trolley ------51 .1(31.7) 1.6( 1.0) 2.0( 1.2) --- 54.7(33.9) San Jose, Guadalupe ------15.8( 9.8) J..M..L..!l 13.5( 8.4) .L.!ifill ------32.2(20.0l Subtotals 7,7( 4.8) 51.4(31.9) 136.5(84.7) 48.0(29.8) 12.6( 7.8) 7.5( 4.7) 263.7(163.7)
LRT-Groun II: Boston, Green Line 7.2( 4.5) 17.1(10.6) -- - 11.4( 7. I) --- 4.4( 2. 7) 40. 1(24.9) Boston, Mattapan-Ashmont --- 4.3( 2.7) ------4.3( 2.7) Buffalo, MetroRail 8.4( 5.2) ------1.9( 1.2) --- 10.3( 6.4) Fort Worth, Tandy 0.6( 0.4) --- 1.0( 0.6) ------1.6( 1.0) New Orleans, St. Charles ------·- 9.0( 5.6) 0.2( 0.1) 1.3( 0.8) 10.5( 6.5) Philadelphia, Streetcars ------2. 1( 1.3) 43.9(27 .3) 46.0(28.6) Phila, Subway-Surface 4.0( 2.5) ------1.6( 1.0) --- 30.3( 18.8) 35.9(22.3) Pittsburgh, South Hills 4.0( 2.5) --- 35.6(22.1) ------3.9( 2.4) 43.5(27.0) San Francisco, Muni Metro 10.2( 6.4) --- 1.2( 0.8) 2.6( 1.6) --- 21.4(13.3) 35.4(22. I) Toronto, Streetcars J..,Q(_Q,fil --- 2.6( 1.6) ..1M..Ul --- 67.9(42.2) 7~.~(4§,2) Subtotals 35.4(22. 1) 21.4(13.3)--- 40.4(25.1) 28.6( 17.8) 4.2(--- 2.6) 173.1(107.5) 303.1(188.4)
Totals: km(mi) 43.1(26.9) 72.8(45.2) 176.9(109.8) 76.6(47.6) 16.8( I 0.4) 180.6( 112.2) 566.8(352.1)
% Total 8% 13% 31% 13 % 3% 32% 100%
(a) Aerial o r surface with no grade crossings; (b) Surface, LRT private R / W with grade crossings; (c) Surface, reserved medians of highways and streets with grade crossings; (d) Surface, reserved lanes (other than medians) and LRT/ pedestrian malls; (e) Street lanes shared by LRT and other traffic; "streetcar" operations 6 TRANSPORTATJON RESEARCH RECORD 1361
TABLE 4 Stations, Double Tracking; Electrification, and Signaling
Ptgr Double Sulistalloos:. Slpalt StatJo!ls Trltk T(aclloa 'l'yll! or It Car Power Oluhead Cit)• Sy11em tops km(ml) No. Ratla1 Blk Tfc
No. ts) (VDC) (mW) (b) <~> (e) LRT-Grouo I: Calgary, C-Train 31 29.3( 18.2) 600 17 -s..2 Both 92% 8% Cleveland, Shaker Rapid 28 21.1(13.1) 600 6 (d) Cate nary 85% 47% Edmonton, Northeast LRT 9 10.5( 6.5) 600 6 (d) Cate nary 100% --- Los Angeles, Long Beach 22 34.5(22.0) 750 21 (i) Both (h) (h) Newark, City Subway II 6.9( 4.3) 600 4 0.75 Trolley 100% <1% Phila, Media-Sharon Hill 50 13.7( 8.5) 635 4 (h) Trolley 50% 25% Portland, MAX 26 21.6(13.4) 750 14 0.75 Both 52% 48% Sacramento, RT Metro 27 17.7(11.0) 750 14 I Both 77% 23% San Diego Trolley 33 52.6(32. 7) 600 20 I Both 91% 9% San Jose, Guadalupe _]Q. ~Q.2119.2) 750 15 1.5 Both 58% 42% Subtotals 267 238.8( I 48.9) ------I. RT - Group II: Boston, Green Line(r) 84 40.1(24.9) 600 II 3-6 Trolley 61% 39% Boston, Mattapan-Ashmont(g) 8 4.3( 2.7) 600 I 6 Trolley 100% --- Buffalo, MetroRail 14 10.3( 6.4) 650 5 2 Cate nary 81% 19% Forth Worth, Tandy 5 1.6( 1.0) 600 I (h) Trolley ------New Orleans, St. Charles 50 10.5( 6.5) 600 (h) (h) Trolley --- 100% Philadelphia, Streetcars 573 46.0(28.6) 600 (e) --- Trolley --- 100% Phila, Subway-Surface 167 35.9(22.3) 600 (e) --- Trolley 11% 89% Pillsburgh, South Hills 81 39.7(24 .7 ) 640 6 6 Both 90% 10% San Francisco, Muni Metro 204 35.4(22.1) 600 I'.: 2-8 Trolley 19% 81% Toronto, Streetcars fil 1(1. ~!4(1,9} 600 (h) (h) Trolley --- 100% Subtotals 1802 300.3( 186.1) ------Totals 2069 539.1(335.0) ------(a) Includes paired I-way street single tracks functioning as double track; (b) Type of Construction: Catenary, Trolley, or Both; (c) % of line km(mi) equipped: Blk-Block Signals; Tfc-Traffic Lights: May not add 10 100% as some segments have no signals, others both Blk & Tfc; (d) 1.5 and 3.0 mW; (e) 28 major substations serve ill electric transit in City of Philadelphia; (f) 4 of 11 substations also serve other lines; (g) Substation also pro.,icles power to Red Line rapid transit; (h) Data not available at time of publication; (i) 19@ 1.5 mW plus 2@ 3.0 mW
Newark (City Subway) Avenue (the subject of periodic reevaluation for continued operation, truncation, or elimination), and 56-Erie-Torresdale •The City Subway celebrated its 55th anniversary in 1990. (augmented with two new trolley median reservations totaling • Replacements for the venerable President's Conference 1 km [0.6 mi]). Committee (PCC) fleet are scheduled to be purchased during the current decade. • LRT, as an extension of the City Subway, is one option being considered in the ongoing Newark-Elizabeth transit Pittsburgh (South Hills) alternatives study. • Elsewhere in northern New Jersey, LRT is one option • Reconstruction of the Allentown route over Mount for the Waterfront Transitway along the Hudson River in Washington is nearing completion. cluded in an alternatives analysis/draft environmental impact • Design work has begun for revised track layouts at Castle statement (AA/DEIS) to be completed this year. Shannon and Beechview with power-operated switches to im prove operating flexibility. • Studies for future improvements are under way: Philadelphia (Three Subsystems) -Alternatives analysis nearing completion for Stage II •Media-Sharon Hill-No significant change has oc reconstruction of South Hills lines (Overbrook, Library, curred. and Drake); • Subway-surface-Possibly 80 or more articulated cars may -Feasibility study nearing completion for Spine Line, 6- be ordered to improve both carrying capacity and labor pro mi line to link downtown with North Side and eastern neigh ductivity. If new subway-surface cars are acquired, some Ka borhoods of Hill/Midtown, Oakland, and Squirrel Hill; and wasaki cars will become available for North Philadelphia routes. -Planning work initiated for additional downtown sub •North Philadelphia-Lines remaining are 15-Girard (oc way station near First A venue to serve new development casionally served by some Kawasaki LRVs), 23-Germantown and redevelopment, including a new criminal justice center. Schumann 7
TABLE 5 Revenue Service Vehicles: Part 1
-· ;:--: ., ~ / .. ,s· .;~ :S:.::- '··.,{ "! '"' "' It ;)',r., '"' c'll"tr'~ lff~rla ll~1~r· ~ ":;Eq11l~~~ili m ~· "' 'Iii ' " [' Glty/~t,ste.m 'I . ~· Car ':i;~p~';[ tEt.dJ'imr 'train r-lse.a · Cap'ld~l w""AC b"'"' w .NJ;fi! .4)'J;q, ,, 'M j !!< 5' i¥ ·'ii ·'i< ? "' .. (•) (:b}, '" (c) * .,{d)f "" " LRT-Gr21111 I: - Calgary, C-Train LRV-6-A Double 3 64 162 No ATS Cleveland, Shaker Rapid LRV-6-A ·Double 2 84(h) 144 Yes ATS(g) Edmonton, Northeast LRT LRV-6-A Double 3 64 162 No ATS Los Angeles, Long Beach LRV-6-A Double 3 76 160 Yes ATS(f) Newark, City Subway PCC-4-R Single 1 54 83 No No Phila, Media-Sharon Hill LRV-4-R Double 2 50 95 Yes No Portland, MAX LRV-6-A Double 2 76 160 No ATS Sacramento, RT Metro LRV-6-A Double 4 60 144 Yes No San Diego Trolley LRV-6-A Double 4 64 144 Yes No San Jose, Guadalupe LRV-6-A Double 2 75 160 Yes No
LRT- l:ir2ul! II: Boston, Green Line LRV-6-A Double 3 50 130 Yes No (Also in Service LRV-6-A Double 3 50 130 Yes No Boston, Mattapan-Ashmont PCC-4-R Single I 52 83 No No Buffalo, MetroRail LRV-4-R Double 3(e) 51 121 Yes ATS Fort Worth, Tandy PCC-4-R Double 1 60 83 Yes No New Orleans, St. Charles VTL-4-R Double I 52 68 No No Philadelphia, Streetcars PCC-4-R Single I 50 83 No No Phila, Subway-Surface LRV-4-R Single I 51 90 Yes No Pittsburgh, South Hills LRV-6-A Double 2 62 151 Yes ATS (Also in Service) PCC-4-R Single I 50 83 No No San Francisco, Muni Metro LRV-6-A Double 3 62 130 No ATS(f) Toronto, Streetcars LRV-4-R Single I 46 95 No No (Also in Service) LRV-6-A Single I 61 159 No No (Also in Service) PCC-4-R Single 1 50 83 No No
(a) LRV-Light Rail Vehicle, PCC-Presidents' Conference Committee, VTL-Pre-PCC Vintage Trolley;# Axles, 4 or 6; R Rigid, Non-Articulated, A-Articulated; (b) Maximum Cars/Train in Regular Operation; (c) Comfortable load, seats + standees at ±4/m ~ (d) Air Conditioning; (e) 4-car trains for special events; (f) Cab signals; (g) Cab signals, Tower City Center to East 79th Street on segment shared by LRT and heavy rail trains; (h) Seats being reduced from 84 to 80 to make room for chopper ventilation ducts from roof.
Buffalo (Metro Rail) distribution. This project is likely to include a three-station downtown subway for joint LRT and rapid rail operation. • A major accomplishment for all Niagara Frontier transit • Planning has begun to extend the Van Aken line by 4 km was Erie County's establishment of a secure and dedicated (2.5 mi) from the Van Aken Center to a major real estate local funding base for operations. development west of Interstate 271. • High costs of mostly subway construction and lack of • Long-range planning is evaluating a new LRT line south capital funding prevent early extension of Metro Rail to Am to suburban Parma, restoration of LRT service to Cleveland herst as originally planned. Heights via Cedar Boulevard, and extension of the Shaker • A plan has been developed, but funds are lacking, for a Boulevard line to 1-271. 10-km (6.2-mi) Tonawanda extension using 12 former Twin Cities PCC cars purchased from Cleveland and modest facil ities in existing railroad right-of-way owned by the authority. The line would feed Metro Rail at the LaSalle station. New Orleans
• St. Charles streetcar-Renewal of wayside facilities was Cleveland (Blue and Green Lines to Shaker Heights) completed in 1990. Work continues on rehabilitating the 35 vintage cars, restoring them to their authentic 1920s appear • LRT and heavy rail operations are now consolidated in ance. the rebuilt Tower City Center Station, part of Tower City, a •Riverfront trolley-This popular tourist trolley, opened major redevelopment of former Cleveland Union Terminal in 1988, has been extended and double-tracked with further railroad passenger station complex. extensions a future possibility. • The "dual hub" alternatives analysis is nearing comple •Future LRT lines-Planning is underway for an eventual tion and is expected to lead to preliminary engineering on a network of LRT lines serving New Orleans and adjacent com 2.4-km (1.5-mi) LRT branch from about East 116th to Uni munities. Principal among these is a restoration of service versity Circle as part of a plan to provide better central area along Canal Street for 6.3 km (3.9 mi) and a 21-km (13-mi) TABLE 6 Revenue Service Vehicles: Part 2
Cbancterl.lltks
(a) See Note (a) on Table 5; (b) Initial acceleration: meters/sec/sec (mi/h/sec); (c) km/h (mi/h); (d) Meters (feet overall, to nearest full unit; (e) Metric tons (short tons); (f) Fleet includes 83 cars with DC propulsion plus 2 with AC drives.
TABLE 7 Changes in North American LRT and Streetcar Systems, 1988-1991 .. { ·elf y~.Staiemt €ode(a) ~hnge$ cln'Ce J988 LRT-Group I: Calgary, C-Train x Northwest Line extension to Brentwood, 1.0 km (0.6 mi), 1990 Cleveland, Shaker Rapid R Revised Tower City terminal, 1991; cab signals on western 5.6 km (3.5 mi) Edmonton, Northeast LRT x Extended to Grandin, 0.8 km (0.5 mi), 1989; extension to U. of Alberta due in 1992 Los Angeles, Long Beach N Opened 1990, 35.4 km (22.0 mi) Newark, City Subway - --- Phila, Media-Sharon Hill - --- Portland, MAX - New stations: Pioneer Place, Convention Center Sacramento, RT Metro YR Double tracking: 3 projects, 1989-1992; IO more LRVs delivered, 1990-91 East Line extended to El Cajon, 18.2 km ( 11 .3 mi), 1989 & Bayside, 2.4 km ( 1.5 mi), 1990; San Diego Trolley vx 41 additional LRVs delivered San Jose, Guadalupe N Fully open, 32.2 km (20.0 mi), 1991 I.RT-Group II: Boston, Green Line R E/ Arborway facilities renewal in progress Boston, Mattapan-Ashmont - --- Buffalo, MetroRail - Purchased 12 PCC cars from Cleveland, for planned Tonawanda extension Fort Worth, Tandy - --- New Orleans, St. Charles R Facilities reconstruction complete, 1990; streetcar rehabilitation under way Philadelphia, Streetcars R 56 / Erie Avenue transitway(s), 1991; some continuing track reconstruction Phi la, Subway-Surface - --- Pittsburgh, South Hills R Continue reconstruction of Allentown line San Francisco, Muni Metro x J/Church extension to Balboa Park opened, 3. 7 km (2 .3 mi), 1991 Toronto, Streetcars vx 52 new ALRVs delivered, Harbourfront LRT line opened, 2.1 km (1.3 mi), 1990
(a) N-New Start, R-Rebuild/Rehab/Expand Facilities, V-New Vehicles, X-Extension Schumann 9
regional LRT line connecting downtown to Moissant Inter limited operation-used by in-service pull-ins and pull-outs. national Airport. This brings LRT service to neighborhoods not served by rail for many years and also significantly reduces deadhead hours Fort Worth (Tandy Subway) and miles expended to place J-Church and N-Judah cars in and out of service. •The privately owned Tandy Subway in Fort Worth cel • An order was placed with Breda in 1991 for 35 new ar ebrated its 30th anniversary in 1992. Service from peripheral ticulated LRVs with an option for 20 more. The LRVs will parking lots to the Tandy Center Subway Station continues have unique design features to fit Muni's system, including to be operated with the system's twice-rebuilt PCC cars. movable high-low steps for tunnel and surface operation. The procurement wisely includes four prototype cars for testing. Follow-up orders are expected to begin replacing the Boeing San Diego (San Diego Trolley) LRV fleet. • Final design is nearing completion for the Embarcadero •Two extensions have been completed since the 1988 LRT turnback. This project will provide an improved terminal at conference. The 18.2-km (11.3-mi) Euclid Avenue-El Cajon the foot of Market Street with connections to the future Mis addition to the East Line was dedicated in spring 1989. The sion Bay extension to the current CalTrain Station site and Bayside extension of the East Line, a 2.4-km (1.5-mi) link beyond to the vicinity of 16th and Owens streets, where a from the Santa Fe Depot to Trolley Towers by way of the second rail maintenance facility is to be constructed. The city's new convention center, opened in mid-1990. turnback and first portion of the extension are scheduled for •Since its initial opening in 1981, the San Diego trolley operation in 1996. has grown from 25.6 km (15.9 mi) to 54.7 km (33.9 mi). As • Construction begins this year on the F Line, an extension system length doubled, both the LRV fleet and patronage of Market Street surface trackage west to Castro and Market, grew by a factor of five, from 14 to 71 cars, and from 11,000 east to the Ferry Building, and north along the Embarcadero to 53,000 weekday boardings. to Fisherman's Wharf. Rehabilitated PCC cars will be used. •Construction has begun on the first segment of the North • Systems planning for possible projects in the Bayshore Line from Centre City to Old Town with an eventual desti and Geary corridors is poised to begin. nation of North University City, a distance of 22.6 km (14.2 mi). •Construction continues on more extensions with 5.8 km Sacramento (RT Metro) (3.6 mi) from El Cajon to Santee scheduled for completion in late 1994. The system has ordered another 75 LRVs similar to Sacramento's U2-A cars but equipped with chopper control • Since opening in 1987 Sacramento has extended two sec and other performance features needed to improve running tions of double track. As a result, the 29.4-km (18.3-mi) line times on the East Line and for other, future, more steeply has been increased from approximately 40 percent to 50 per cent double track. A third segment, recently completed, raises graded routes. the total to 60 percent. •A second joint development project-American Plaza, near Santa Fe Depot in Centre City San Diego-has opened •To increase capacity 10 more LRVs were ordered in 1989. Virtually identical to the initial fleet of 26 cars, all now are with offices rising 34 floors over an LRT station. in service. •A major realignment of service in April 1989 improved Santa Clara County (San Jose) LRT/bus coordination and sparked a significant increase in both LRT and bus ridership. LRT patronage is between 23,000 • After opening a portion of its system in 1987, San Jose and 24,000 per weekday. extended service in stages. Since 1991 the entire 32.7-km (20.3- •After a local funding measure was passed in 1990, a sys mi) project has been operating, including the LRT main line tems study led to recommendations to extend the Northeast from Old Ironsides to Santa Teresa, and the Almaden Branch. and Folsom lines, and to complete a federal AA/DEIS in the • Preliminary engineering has begun for the Tasman Cor South Corridor to further evaluate transit modes and align ridor, which will extend west from Old Ironsides to a Moun ments. tain view connection with Ca!Train commuter rail, and east from First Avenue at Tasman Drive to Milpitas, a total of 19.3 km (12 mi). A 1996 opening is envisioned. Portland (MAX) • Planning for future lines continues. An environmental study was completed in 1991 for the 11.3-km (7-mi) Vasona • After 5 years of service the initial Eastside Line is carrying corridor to Los Gatos. Santa Clara County's Transportation about 24,000 weekday rides. 2010 plan identifies 15 second- and third-tier corridors for •Portland's 18-km (11.2-mi) Westside Line to Northwest future development. 185th Avenue has entered final design. This extension in cludes a 5-km (3-mi) tunnel beneath the 300-360 m (1,000- San Francisco (Municipal Railway) 1,500 ft) hills separating downtown Portland and its western suburbs. Work is progressing toward a 1997 opening. • Extension of the J-Church Line south for 3.7 km (2.3 mi) • Funding also has been secured to purchase 10 more East to the Green Light Rail Center has been completed and is in side LRVs, which will be combined with Westside vehicles in 10 TRANSPORTATION RESEARCH RECORD 1361 a single order for 39 cars. Low-floor cars are of significant NEW-START SYSTEM-LOS ANGELES local interest. •An AA/DEIS is in progress to extend the Westside Line Since 1988 Los Angeles has joined the list of places initiating to Hillsboro, a distance of about 10 km (6 mi) beyond 185th LRTservice on a completely new line. The 22-mi Long Beach Avenue. Los Angeles Blue Line, opened in July 1990, reuses almost • Future lines and critical areas have been the subject of all of the route of the last Pacific Electric Red Car line, which recent planning studies sponsored by the city of Portland: was abandoned in the early 1960s. Level boarding of the 54 North Line to Vancouver, Washington; Southwest Line to articulated LRVs is provided by full-length high platforms at Tigard; Sellwood Bridge area; Coliseum area; and downtown each of 22 passenger stations. By its first anniversary in 1991, Portland tunnel. the line was carrying nearly 30,000 passengers on an average •Metro, the region's long-range planning agency, is con weekday, nearly 35,000 by the end of 1991. ducting several studies-preliminary alternatives analysis on A significant element of Blue Line operating costs is two corridors: I-205/Milwaukie and I-5/I-205, Portland security. The Los Angeles County Sheriff Department's AirportNancouver, Washington; and a high-capacity transit 132-member transit unit provides a high-profile presence at (HCT) study to prepare a regional HCT plan for the Portland stations and on trains. Since service began, no major crimes Vancouver metropolitan region. have occurred on the line. The alignment includes a variety of environments, dem onstrating again the flexibility of LRT: railroad right-of-way [LRVs and freight trains on separate tracks over a 26.6-km Calgary (C-Train) (16.5-mi) segment], reserved street lanes (median, mall, and side-running) in both Long Beach and Los Angeles, and a •From the 12.7-km (7.9-mi) South Line carrying 28,000 half-mile subway to the Los Angeles terminal station, which weekday boardings in 1981, C-Train has grown to a 29.3-km is to be a transfer point with the heavy rail Red Line when (18.2-mi), three-line network accommodating more than it opens by 1993. 114,000 daily rides. The final cost, in the range of $40 million per mile, reflects •The most recent extension of the Northwest Line, to the complexities of building a rail transit line through a mature Brentwood in 1990, is likely to be the last for a few years urban area, mitigating the impact to traffic and adjacent land because of funding constraints. u~es, and accommodating the needs of both LRT and freight • Ultimate system development envisions further exten train operations over much of the line's length. Like San sions to all three lines, plus new lines to the west, north, and Diego's initial line, the Blue Line was built without federal southeast, all eventually linked through a downtown subway. funding. Instead the project used receipts from Proposition A, the half-cent sales tax approved by voters in 1980. As the nation's second largest urbanized area, with solid Edmonton local funding support available and expanding through several voter-approved propositions, metropolitan Los Angeles is in • In 1989 Edmonton extended its single line further through the process of a massive fixed guideway transit program that the downtown area to a new station, Grandin. This is the first will use not only LRT, but also rail rapid transit and commuter link of the line across the North Saskatchewan River to the trains. The second LRT line is the 20-mi Green Line, serving University of Alberta, service to which was expected to start the Norwalk-Airport Area corridor. It will open in 1994 using in late summer 1992. manually operated vehicles capable of eventual conversion to • Surface projects progressed more slowly because con driverless running. A high priority is designing the region's struction included a large new river bridge, then a tunnel to third LRT line, from downtown Los Angeles to Pasadena. and beneath the university campus. However, this difficult Later LRT lines may serve Glendale and the Exposition and costly work sets the stage for a surface extension to south Corridor. ern residential areas.
NEW STARTS UNDER CONSTRUCTION Toronto Since 1988 four more cities have begun actual implementation •In June 1990 Toronto opened its 2.1-km (1.3-mi) Har of their initial LRT lines: Baltimore, St. Louis, Dallas, and bourfront LRT route. Beginning in a new subway under Union Denver. All projects take advantage of LRT's locational flex Station, the line runs west to Spadina Avenue in the median ibility, and use (or will use) a variety of alignments, including of Queens Quay. Service is provided with rebuilt PCC cars. recycling of substantial segments of old railroad lines. A major • Under the recently adopted "Let's Move" program, plan feature of the St. Louis line is its reuse of an existing unused ning is under way to extend the Harbourfront Line east and rail tunnel beneath the heart of the central business district west along Lake Ontario for 8 km (5 mi) and north on Spadina (CBD) and a historic bridge over the Mississippi River. Bal Avenue for 3.5 km (2.2 mi) to Bloor Street. timore's line operates through the CBD on the Howard Street • Feasibility studies of low-floor car alternatives are being transit mall. Dallas and Denver also will have reserved surface conducted. tracks in downtown streets. Schumann 11
Baltimore in a power line right-of-way once used by Texas Electric in terurbans. System design is progressing with an order for 40 Revenue operation has begun on the initial segment of the articulated LRVs and the start of line construction scheduled 43.5-km (27-mi) Central Corridor LRT system extending north during 1992. Funding is from the region's 1 percent transit from downtown Baltimore. It is anticipated that the full 24- sales tax supplemented by federal grants. station, 36.2-km (22.5-mi) Phase I line from Timonium (Fair Grounds) through downtown and into Anne Arundel County will be opened by mid-1993. Delivery of 35 articulated LRVs Denver with alternating current-inverter drives is about 60 percent complete. Final approval was obtained in summer 1991 to construct The line is located mostly on former rail rights-of-way, Denver's first LRT line. The Metro Area Connection (MAC) portions of which will continue to carry local freight trains as will be built using all local funding from the Regional Transit well as LRVs on the same tracks. These lines are linked District (RTD) sales and use tax. The 5.1-km (3.2-mi) MAC through downtown Baltimore using tracks installed in the will link downtown with the Auraria Higher Education Cen Howard Street transit mall. Some significant new construction ter, convention center, and Five Points business district. The was required to connect viaducts, particularly across Balti line runs at right angles across Denver's 16th Street Mall. more Harbor south of downtown and Camden Station, where MAC will operate initially as a stand-alone central area cir the LRT line connects with Maryland's state-sponsored com culator but is planned as the core route for a regional LRT muter trains and a new major league baseball stadium. system. Phase I is being funded by the state of Maryland. Work MAC construction began with a ground-breaking ceremony continues to complete designs and obtain funding to finish in September 1991. Eight articulated cars have been ordered the north end of the line beyond Timonium to Hunt Valley, as an add-on to San Diego's large procurement to obtain an to build branches to Baltimore-Washington International Air affordable unit price. Six LRVs will be used for the initial port from the south line and to Penn Station on Amtrak's revenue service beginning in 1994 with two cars kept as spares. Northeast Corridor. An ANDEIS scheduled to be under way by the third quarter of 1992 will consider LRT and busway options in the 21-km St. Louis (13-mi) Southwest Corridor to Englewood and Littleton. Con ceptual engineering has been started to extend the MAC south Construction work is evident all along the 29-km (18-mi) Metro and east from the LRT maintenance facility to the junction Link route from East St. Louis to Lambert Field. This line, of I-25, Broadway, and Mississippi Avenue. This will provide scheduled to open in 1993, will serve 20 stations using a fleet a revenue service line of 8.5 km (5.3 mi) with RTD bus and LRT operations integrated at the outer terminus. of 31 articulated LRVs. The alignment is of exceptionally high quality, mostly on former railroad lines, and includes reuse of a tunnel under downtown St. Louis and the historical Eads Bridge over the DESIGN AND PLANNING Mississippi River. The University of Missouri at St. Louis provided new right-of-way through its campus. The line then Numerous urban areas continue to be interested in LRT. Two continues along the side of I-70 to Lambert Airport. projects have moved into preliminary engineering. Several By trading properties with area railroads, local public au others are at various stages in the planning process: thorities assembled a package of rights-of-way and fixed fa cilities. Their appraised value was used as the local match for • Salt Lake City has completed a corridor alternatives anal federal funding to build LRT facilities and purchase equip ysis and is now conducting preliminary engineering on a 24- ment. km (15-mi) line south from its downtown to the suburban Even as construction proceeds on the initial line, planners town of Sandy. A railroad branch line to be acquired forms are conducting a corridor study to evaluate transit mode and the basis for the system, supplemented by reserved lanes in alignment alternatives to extend the system from East St. downtown Salt Lake City streets. Louis to Belleville in the Illinois suburbs. • Chicago is just starting preliminary engineering for a cen tral area circulator to connect commuter rail terminals, the Loop District, and emerging growth areas north of the Chi Dallas cago River and east of Michigan Avenue. Most of the system will be at grade using reserved lanes in city streets with some Dallas has begun utility relocation work in preparation for private right-of-way along the river using a former freight the start of actual construction on its 29.8-km (18.5-mi) starter switching line. With short station spacings and high passenger system. From Park Lane, LRT will use an abandoned rail volumes expected, there is strong interest in low-floor cars. line, then a new tunnel to be constructed beneath a rebuilt • Planning at various levels of detail is in progress in these Central Expressway to enter downtown from the north. Trains five cities: will operate through the CBD on exclusive lanes in Bryan and Pacific Avenues, then on former railroad rights-of-way -Austin-A feasibility study has been completed for a to the southwest along the leg to West Oak Cliff. The second 24.8-km (15.4-mi) line from East Austin through downtown leg ofthe Y-shaped system, to South Oak Cliff, will be located to northern suburbs. 12 TRANSPORTA TION RESEARCH RECORD 1361
-Milwaukee-Follow-on planning by Wisconsin DOT Mexico City is in progress to refine the LRT system plan developed in 1990-91 by the city of Milwaukee. The Federal District is in the midst of a renaissance for surface -Minneapolis/St. Paul-Local and state entities are en electric rail technology. However, new services are in the form gaged in consensus building for staged development of LRT of modern LRT, not just returning to streetcars. in two corridors: Central (downtown St. Paul to downtown Spiraling costs of subway construction have led the operator Minneapolis), followed by Interstate 35 south from Min of the city's rubber-tired Metro system to adopt surface align neapolis; other corridors may be developed later. ments for suburban extensions. The first of these lines, a 17 .1- -Norfolk-Improved bus services are the short-term km (10.6-mi) line in southeast Mexico City, demonstrates the focus with LRT development postponed. creative blending of Metro and LRT technologies: steel wheel -Seattle-A three-corridor AA/DEIS process is under on steel rail, 750 volts of direct current power from overhead way; consensus on alignments north and south from down wires, and some grade crossings, but car shells similar to town Seattle is emerging; a three-county regional policy Metro cars and high-level station platforms. One of the world's committee will recommend system technology and more largest and fastest growing conurbations, Mexico City is plan specific alignments later in 1992. The new 2.1-km (1.3-mi) ning other "pre-metro" LRT routes to help cope with its downtown tunnel, presently used by dual-mode buses, was serious traffic congestion and air quality problems. built with tracks (including crossovers) for LRT. The reconstruction of the single surviving line from Mexico City's old streetcar system was completed in 1988. Since then Other urban areas known to be considering LRT include New new cars similar to the Guadalajara and Monterrey vehicles York City, Hartford, Harrisburg, metropolitan Washington, have been ordered from the same manufacturer, Concarril. D.C. (Dulles Airport line), Charlotte, Kansas City, and Tucson. LOW-FLOOR LRVs-A NEW TREND
Most of the new U.S. LRT projects built in the 1980s were developed with low capital cost as a major goal. As a result PROGRESS IN MEXICO traditional high-floor LRVs with steps and low station plat forms were selected (instead of full-length high platforms). Major Mexican cities have made commitments to LRT and Access for people unable to use steps is provided to all trains have moved projects rapidly through the development pro by lifts, either on the cars or on station platforms, or by mini cess. As a result, three all-new systems have opened since the high platforms accessed by ramps. The Americans with Dis last LRT conference, and construction of extensions and ad abilities Act of 1990 requires that all new cars (not just trains) ditional routes continues at an aggressive pace. Because of be accessible, and this has heightened interest in full-level high ridership demand, all systems have opted for full-level boarding. At the same time, cities seeking low-impact transit boarding using high-platform stations. systems look negatively at full-length high platforms on city streets. A potential solution to this dilemma has emerged in western Europe: the low-floor LRV. Several North American systems Guadalajara are seriously interested in procuring low-floor LRVs : Boston, Toronto, Portland, and Chicago. Cities in the planning stage Mexico's second largest city opened its first LRT line in 1989. also are being introduced to the low-floor concept. The 15.3-km (9.5-mi) project included conversion of a down Numerous design variations have been developed, as re town subway, first opened in 1977 as a tunnel for electric cently summarized in Railway Gazette International ( 4) and trolley buses, and planned for eventual conversion to rail. other trade journals. However, virtually all are city-type cars, Surface segments extend north and south from the tunnel capable of speeds of 60 to 70 km/hr (37 to 43 mph), and portals to complete the initial line, which has 19 high-platform incorporating ride quality and other passenger amenities suit stations (7 in the subway) and is served by 16 six-axle LRVs. able for the relatively short trips characteristic of all the sys Extension of the initial line and construction of an east tems mentioned except Portland's and the longest line in Bos west line are expected to be completed by the mid-1990s. Two ton, the 19-km (12-mi) Riverside Line. An additional additional routes are in the planning stage, both branching consideration is that European cars are built to less stringent from Line 1: one to the northwest, the other to the southeast. requirements than are applied in North America for factors such as crashworthiness and fire safety. As a result, no suitable low-floor design is available more or less off the shelf for LRT systems providing high-quality, Monterrey 90 km/hr (55 mph) service on relatively long trunk routes linking cities and suburbs. Such vehicles are needed and could Revenue service on Line 1 began in mid-1991. The 18.5-km solve a variety of LRT service and design issues. Planners in (11.5-mi) route is entirely elevated and connects downtown Austin, for example, have found that suitable low-floor cars with eastern and northwestern communities. Construction of a second line has begun, and a third route is planned. When • Offer access to all cars for riders with disabilities and completed, the three routes will comprise a system totaling simultaneously speed boarding for all passengers as compared 74 km (46 mi) . to step loading; Schumann 13
• Provide the high levels of speed and comfort needed to local funding mechanisms being put in place, the next decade attract riders; should see more new LRT projects implemented and existing •Operate on the variety of alignment types envisioned; systems expanded. • Use station platforms that would not conflict with local freight trains using the LRT tracks (as would be the case with ACKNOWLEDGMENT full or mini high platforms); and • Help control overall project capital costs. Preparation of this status report always depends upon the willing assistance of fellow transit professionals who provide To achieve these goals, designs are needed that provide data and critique the initial drafts. Particular thanks are owed low-level entries but also build on technology used success to C. Beach, J. Boorse, R. DeGraw, C. Eichen, I. Glass, fully on previous designs. This will require a conservative J. Hubbell, M. Imhoff, H. Juram, R. Landgraf, T. Larkin, design approach that avoids-insofar as possible-the radical T. Larwin, W. Lieberman, W. Millar, D. Minister, J. Mora, car body structure, articulation joint, truck, suspension, pro A. Palmere, J. Pill, J. Reid, A. Schill, R. Stanger, P. Strauss, pulsion, and braking technologies being developed for modest R. Tober, A. Townsend, J. Von Briesen, J. Wilkins, and performance, low-floor streetcars but which are not appro S. Willis. Although acknowledging this substantial assistance, priate for the higher performance suburban cars needed by the author retains responsibility for accuracy of the data, anal most new North American projects. The author hopes that yses, and opinions contained herein. LRV suppliers will be receptive to developing such designs that could be applied in most of the cities now consideting LRT for regional trunk express service. REFERENCES
1. J. Schumann. Evaluations of Operating Light Rail Transit and CONCLUSION Streetcar Systems in the United States. In Special Report 182: Light Rail Transit: Planning and Technology, TRB, National Research Council, Washington, D.C., 1978, pp. 94-103. New LRT projects continue to illustrate the flexibility and 2. J. Schumann. What's New in North American Light Rail Projects? effectiveness of this public transit mode in providing quality In Special Report 221: Light Rail Transit: New System Successes service at affordable prices. Ongoing work to expand all the at Affordable Prices, TRB, National Research Council, Washing new LRT systems demonstrates their acceptance by the cities ton, D.C., 1989, pp. 8-42. 3. What Is Light Rail Transit? In This Is LRT, TRB, National Re that have built them. search Council, Washington, D.C., 1982. With increasing concern about congestion, air pollution, 4. Low-Floor Development Out of Control. Railway Gazette Inter and the quality of urban life, and with new federal, state, and national, Nov. 1991, pp. 793-799.